Ignition timing device



March 9, 1954 A. H. WINKLER IGNITION TIMING DEVICE Filed Sept. 14, 1951 1N VEN TOR. Ausf/er hi W/mE/e AT TOENEY Patented Mar. 9, 1954 ATENT OFFICE 'IGNITION vTIIVIING DEVICE Application September 14, 1951, Serial No. 246,570

(Cl. 12S-117 5 Claims.

This invention relates to charge forming devices for internal combustion engines having a variable throttled air supply,vand more particularly tov improvements in 4the por-t arrangement for vacuum spark advance in the air induction system of internal combustion engines;

The spark advance art has long taught that optimum spark advancefor any engine speed and: load. varies directly as a function of engine speed and inversely as a function of engine load.. For variouscombinations ef engine'speed and load the spark will be relatively advanced-or retarded depending on whether highspeed and/or low. loadl obtain or whether low speed and/or high load obtain, respectively. In the past some difficulty has been experienced with vacuum spark controls in obtaining suiiicient vacuum under the various engine operating conditions to give proper regulation of the spark advance; It is therefore an object ofy thisY invention to provide a vacuum spark control system which will meet engine spark advance demandsat all engineloads andispeeds.

It'V is another object of' this invention to provide means for utilizing the maximum suction available inthe carburetor of an internal combustion. engine, at high engine speeds and loads, to ra maximum degree forV proper spar-k advance control at those speeds and loads.

Other objects and advantages will be readily shown consists of the usual rotatable cam -Z which operates the electrical circuit breaker 4. The circuit breaker 4d is mounted on the plate 46 which is rotated clockwise to advance the spark and counterclockwise to retard the spark. A suction device 48 is utilized for advancing and retarding the spark, and consists of chambers 50 and 52 which are separated by aflexible vdiaphragm 513 which is spring loaded by the `cdmpression coil spring 55 and is connected to the timing mechanism 5s by a lever 6D. Chamber '52 communicates with the atmosphere through perforations in the Wall E2.

in the vacuum control portion of the spark advance device, chamber 5? is connected yto aport adjacent the throttle valve by a conduit ed and a passage te, and to the-primary venturi by conduit te, a passage e8 andan invertedu'eshaped tube 'i6 which opens into said venturi' in a plane defined substantially by the Venturi throat. Passage 56 contains a restriction i2 and is connected to induction passage I3 by means of a cylindrical Vrecess 'M in the Wall of said induction passage,

andfpassage 68 contains a restriction lit.

The primary function of U-tube l@ is to provide a source of suicient suction at full load, high speed operation so that suicient spark ad- Vance is obtained at said condition, Whereas the secondary function of U-tube l!! i's to variably bleed down the manifold vacuum which existsl in apparent from the following detailed description ou that portion of recess 'i on the manifoldy side of takeninaconnection With the accompanying drawthrottle I8 when operating at 10W speeds. in a ings in which: part throttle position.

Figure 1 is a sectional View ci a carburetor and Restrictions l2 and 'E6 in conduits @E and 63 `partial section of a spark advance mechanism; 3 5 respectively are used to calibrate the operation and` of suction device e3 so as to satisfy varying spark Figure 2 is a plan View of a carburetor with the advance requirements for different engines, air lhorn removed. whereas the connguration of recess 'M insures that Referring to Figures l and 2, a carburetor'body over-advance of the spark will not exist during is shown at numeral 'le having an air inlet i2, 40 part load operation or" the engine. The primary anv induction passage I3, main and auxiliary function of recess 'ill is to insure correct spark venturis i5 and It, respectively, and a throttle advance-at partial engine loads, especially at low valve at I8 in the airinduction passage i3. Fuel and intermediate engine speeds. is supplied from a pump (not shown) through a The'operation of my device is as follows: fuel inlet passage 2i) to a float chamber' 532; the 45 Assuming that the engine is idling, throttling height of fuel in said oat chamber being atA all Valve i8 will be closed and the recess 'M Will be timesA controlled by a float '23 and a needle valve on the carburetor side of the throttle valve. Un- Zz From-float chamber 22 fuel news throughconder such conditions chamber 5t of `suction device duit 28and main metering jet Seto the discharge @8' will vnot be Subl'eed t0 SllICSIt` Vfuu'n t0 nozzle 32 which opens into the throat of auxiliary 5o advance timing mechanism 58 against spring 5t venturi i6. An annular Well 35i communicates and the spark will be maintained in a fully re- With discharge nozzle 32 through passages St and tarded position. As the throttle valve is opened with the induction passage through a high speed at a given low engine load, the engine speed will bleeder 38. An idle tube is shown in part at to. increase requiring an advance in the spark. As

The timing mechanism is conventional and as 55 the throttle valve moves across recess 14, in-

creasing suction, due to the manifold vacuum in recess 14, is effected by the increasing portion of said recess on the engine side of the throttle valve, resulting in an increasing vacuum in chamber 50 and an advancing spark. During the same time U-tube I9 decreasingly bleeds down the vacuum existent in conduit G5 as a result of the decreasing pressure in the throat of venturi I4 with increasing engine speed. The bleed back through U-tube 'I0 will diminish as the air ilow increases and the manifold vacuum decreases. At some point, depending upon throttle position and air low, conduit E6 becomes a bleed back for conduit 68.

If, at any given intermediate or high engine speed and part throttle position the engine load suddenly increases, and the throttle valve is opened an amount sunicient to maintain said engine speed, a resultant retardation of the spark is required. Since opening of the throttle valve bleeds down the manifold vacuum, the pressure in chamber 55 will increase proportionately to the increased load and the required retardation of the spark results. The part load and full load spark advance curves of any particular engine may be met by properly Calibrating restrictions 'I2 and 16.

At a high speed and full load engine condition, valve I8 is wide open and the vacuum existent in the manifold is insumcient to actuate diaphragm 54 against spring 56 to sufliciently advance the spark. The U-tube 16, being inserted in venturi I4 at a point of maximum suction and opening in the direction of air flow, utilizes to a maximum degree the high suction existent in the venturi during the stated condition of engine operation, so that the required spark advance is realized When said suction is partially bled down by manifold pressure through recess 'I4 and restriction 12. The pressure within the U-tube 'I0 is somewhat lower than is the Venturi throat pressure due to the conguration and position of said tube. As modied by manifold pressure bleed down, the U-tube suction, as communicated to chamber 5D, advances the spark the required amount.

While I have described a particular embodiment of my invention for the purpose of illustration it should be understood that various modications thereof may be made within the spirit of the invention as set forth in the claims.

I claim:

1. A carburetor having a spark advance connection, comprising an air induction passage, a venturi in the induction passage, a throttle valve in the induction passage downstream from the venturi, a U-shaped tube opening in the direction of air flow in the passage through the venturi at a position substantially in the plane defined by the Venturi throat, a cylindrical recess in the Wall of said induction passage and on the Venturi side of the throttle valve when said valve is in a closed position, a rst conduit connecting said tube to the recess, a second conduit connected at one end to said first conduit and adapted to be connected at its opposite end to a suction chamber of an ignition timing mechanism.

2. In a carburetor, an air induction passage, a venturi in the induction passage, a throttle valve in the induction passage downstream from the venturi, a U-shaped tube opening in the direction of air flow in the passage through the venturi and ported in the venturi at a point of maximum suction therein when air is flowing therethrough, a port opening into said induction passage on the Venturi side of the throttle valve when said valve is in a closed position, a first conduit connecting said tube to the port, a second conduit connected at one end to said rst conduit and adapted to be connected at its opposite end to a suction chamber of an ignition timing mechanism.

3. A carburetor having a spark advance connection, comprising an air induction passage, a venturi in the induction passage, a throttle valve in the induction passage downstream from the Venturi, a goosenecl: tube in the Venturi opening at a position substantially in the plane deiined by the Venturi throat, a cylindrical recess opening into said induction passage and being wholly on the Venturi side of the throttle valve when said valve is in a closed position and increasingly opening into the manifold side of the induction passage as the throttle valve opens, a iirst conduit connecting said tube to the recess, a restriction in said conduit, a second conduit connected at one end to said first conduit and adapted to be connected at its opposite end to a suction chamber of an ignition timing mechanism, whereby a substantially optimum spark advance at any combination of engine load and speed is realized.

4. In a carburetor, an air induction passage, a venturi in the induction passage, a throttle valve in the induction passage downstream from the venturi, a U-shaped tube opening in the direction of air flow in the venturi at a position substantia-ily in the plane defined by the Venturi throat, a port opening into said induction passage on the Venturi side of the throttle valve when said valve is in a closed position and being increasingly vented to manifold vacuum as a function of throttle valve opening, a passageway for connecting the tube and port, a conduit connected to said passageway and adapted to be connected to a suction chamber of a spark advance mechanism, and a plurality of calibrated restrictions in said passageway, whereby the pressure in said conduit is substantially proportional, at all engine loads and speeds, to the optimum spark advance demands of the engine.

5. In a device of the type described, an air induction passage, a venturi in the induction passage, a throttle valvel in the induction passage downstream from the venturi, and a U-shaped tube in the passage opening at a position substantially in the plane defined by the Venturi throat and adapted to be connected to the suction chamber of a spark advance mechanism.

ALBERT H. WINKLER.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 1,328,453 Roesch Jan. 20, 1920 1,338,336 Stone Apr. 27, 1920 2,134,354 Boyce Oct. 25, 1938 2,317,885 Colvin Apr. 27, 1943 2,475,717 Ostling July 12, 1949 

